Roots type gear compressor with helical lobes having feedback cavity

[0001] This invention relates to Roots-type gear compressors or blowers, and in one aspect thereof relates to a modified supercharger for an internal combustion engine.

[0002] Roots-type gear compressors are well known in the prior art, and have existed in various configurations for many years.

[0003] Such Roots style gear compressors typically comprise a pair of intermeshing rotors placed side by each so as to permit meshing of lobes on each of said rotors, for the purpose of transferring quantities of compressible fluid from a low pressure region to a high pressure region.

[0004] In early non-helix type gear compressors having lobed rotors, it was realized that at high circumferential velocities of the gear rotors in the range of 1/10 the speed of sound, adverse momentum loses become significant. These losses occur as a result of the sudden exposure of the gear wells between the gear lobes which are filled with low pressure inlet gas to the high pressure outlet region, bringing about a violent rush of high pressure gas back against the oncoming gear lobe thereby creating adverse momentum forces which impede the rotor's rotation and thereby require greater horsepower to operate.

[0005] Accordingly, in one improvement related to non-helix gear type compressors, as shown in U.S. Pat. No. 3,531,227 to Weatherston, a plurality of feedback passages were provided (by drilling or coring) extending from the discharge plenum through the sides of the cylindrical chambers containing such gears, which permitted high pressure discharge gas to then impact on a rear face of each lobe so as to allow a reaction force thereon which acts in the direction of motion of the gears and therefore functions to augment the work imparted to the gears, thereby reducing the horsepower requirement required to drive the compressor.

[0006] U.S. Pat. No. 4,215,977 also to Weatherston discloses a similar concept for providing a three-lobe (now-helix) type Roots blower with feed back structure within the sides of the cylindrical chambers containing such rotors, to bring the gas trapped in the rotor well up to the discharge pressure prior to delivery. Specifically machined surface was provided over an angular portion φ of each of the cylindrical chambers which allowed high pressure discharge air to enter trapped wells during a rotation of the rotors to reduce discharge pulses.

[0007] Disadvantageously, in the case of the gear compressor disclosed in U.S. Pat. No. 3,531,227 the provision of a plurality of feedback passages in the sides of the chamber was an expensive machining or casting step, requiring extensive and complicated machining or creating of expensive molds, making such feature undesirably expensive.

[0008] Likewise disadvantageously in the case of the (non-helix) Roots blower disclosed in U.S. Pat. No. 4,215,977, the machined surface provided a loss of seal for a portion of the rotation of each rotor, thereby having an offsetting efficiency loss.

[0009] Roots-type superchargers or “blowers” having helical rotors have been used, such as of the type shown in U.S. Pat. No. 2,014,932, which provide for two 3-lobed rotors with an approximate 60° helical twist for the lobe on each of such two rotors, to more uniformly dispense pressurized air thereby reducing cyclical pulsing each time a trapped volume rotates into contact with the high pressure discharge air of the discharge port.

[0010] U.S. Pat. No. 4,556,373 to Soeters, Jr. teaches an improved supercharger or blower, having a pair of 3-lobed rotors, each with an approximate 60 helical twist. As shown in FIG. 9 and FIG. 16 thereof, pairs of recesses 46 and 48 in a front end wall 20 (see FIGS. 9 and 15) and pairs of recesses 58, 60 in an end wall are provided, which are variably covered and uncovered at times by the lobes of the rotors.

[0011] U.S. Pat. No. 2,578,196 to Montelius, discussed in U.S. Pat. No. 4,556,373 to Soeters, Jr. above, teaches a screw type compressor having a pair of non-uniform but meshably engageable rotors, with one end of one of the cooperating rotors being closed by a valve plate, which in the valve plate passages from each rotor groove are made adjacent to one side of the rotor threads and cooperate with a channel in the end wall, which is connected to the outlet but covered by a valve plate. The channel drains trapped volumes when exposed by said valve plate directly to the compressor discharge outlet.

[0012] More recently, superchargers having rotors with helically arranged lobes such as those manufactured by Kobelco Compressors (America) Inc. have become publicly available. These are of the “backflow” type, where air is drawn in at a location proximate the front end thereof and proximate the top of the blower, and which by rotating helixes on each of the rotors, is drawn downwardly and axially rearwardly, wherein upon reaching the opposite end of the blower, is forced backwards via said helical lobes on said rotors and forcefully expelled from a high pressure discharge port on the bottom side of the blower towards the front end of such compressor.

[0013] A need exists for modifying such Kobelco superchargers for increased efficiency so as to require less horsepower for providing the same volume and pressure of compressed air or compressible fluid.

[0014] The present invention broadly relates to a gear compressor or supercharger for compressing compressible fluids such as air, having pair of helical rotors positioned in juxtaposed relation, further having a cavity, chamber, or plenum at a rear end thereof situated below an axis of rotation of said helical rotors. In a preferred embodiment the cavity or plenum spans approximately the distance between the axis of rotation of the rotors, and up to 1.5 times such distance.

[0015] In an important further embodiment of the present invention, the plenum or cavity at the rear of the compressor is in fluid communication with high pressure fluid which is expelled from a high pressure discharge port.

[0016] The feature of a cavity individually, and in combination with the feature of fluid communication with the discharge port, have been experimentally found to provide significant improvements in efficiency of such gear compressors and superchargers. In particular, such modifications have been found, particularly at high rpm's, to substantially reduce the amount of work and horsepower otherwise required to compress to a desired pressure an otherwise equal volume of air.

[0017] Without being held to the theory of why, particularly at high rpm's, a significant increase in efficiency results from such modification as broadly described above and more intimately described hereinafter, it is surmised that in the case of providing a cavity as more particularly defined and claimed herein, at high rpm's the helical rotors impart a significant axial momentum component to transferred volumes of air, and energy in such axial momentum is allowed to be preserved when said transferred volume passes into said plenum or cavity at the rear of the compressor and executes a 180° turn and is able to pass and be directed into transferred volumes which are being axially backward towards said discharge port located at the front of the supercharger by the intermeshing lobes on the rotors.

[0018] Where the further feature of directing high pressure discharge air is permitted to enter said cavity, it is further surmised that such discharge air serves to partially pressurize transferred volume of air when forced back toward the front of the supercharger by the intermeshing helical rotors, thereby reducing the otherwise sudden inrush of high pressure discharge air at the front end of the compressor to the transferred volumes which negatively impinges on rotor lobes at in a reverse-momentum direction thereby requiring additional energy input to make up for such losses.

[0019] Accordingly, in a first broad aspect of the present invention, such invention comprises a gear compressor or supercharger for compressing compressible fluids such as air, comprising:

[0020] a housing defining first and second mutually adjacent, parallel, elongate overlapping cylindrical chambers, having a front end and a rear end and a low pressure inlet port and a high pressure discharge port thereon;

[0021] a pair of juxtaposed rotors (in a preferred embodiment such rotors are “mirror images” of each other, with a first rotor having a helical twist about a respective longitudinal axis, with the other rotor having an equal and opposite helical twist), each disposed in a respective cylindrical chamber and oppositely rotatable, each having a plurality of radially outwardly extending lobes thereon equidistantly circumferentially spaced about a periphery of each rotor and intermeshed along a side thereof with lobes of an opposite rotor of said pair of rotors, each of said lobes on said rotors twisted about a respective longitudinal axis of rotation of each rotor in a helix angle, each helix angle of each of said lobes on a first of said pair of rotors being equal and opposite to said helix angle of each of said lobes on said other of said pair of rotors, said rotors within said respective cylindrical chambers each adapted to transfer volumes of compressible low pressure fluid from said low pressure inlet port via spaces created between walls of said respective cylinder chambers and unmeshed lobes of each rotor to said high pressure outlet port;

[0022] said high pressure discharge port situated on a bottom of said gear compressor/supercharger proximate said front end thereof;

[0023] said low pressure inlet port situated on a top surface of said gear compressor/supercharger proximate said front end thereof;

[0024] a front end wall situated at said front end of said gear compressor/supercharger,

[0025] a rear end wall situated at said rear end of said gear compressor/supercharger; and

[0026] a plenum or cavity at said rear end situated rearwardly of said rotors and below said respective axis of rotation of each of said rotors, which spans at least a distance between said respective longitudinal axis of rotation of each of said rotors.

[0027] In a further preferred embodiment of the gear compressor/supercharger of the present invention, the plenum or cavity is further in fluid communication with high pressure fluid which is discharged from said high pressure discharge port.

[0028] In a further embodiment of the gear compressor or supercharger of the present invention, piping fluidly connects the plenum or cavity with said high pressure discharge port. In this embodiment it is expressly contemplated that the rear end wall of the compressor have pipe-coupling means thereon in communication with said plenum or cavity, and that the pipe coupling means be adapted to permit fluid communication via piping connected thereto to high pressure fluid exiting from said high pressure discharge port.

[0029] In a further embodiment, it is contemplated that the plenum or cavity at the rear end of said gear compressor/supercharger be of a sufficient height so as to span substantially a radial height of each individual lobe of each rotor.

[0030] While not necessary to the operation of the compressor/supercharger of the present invention, it is contemplated in a preferred embodiment that an aperture area be provided on a lower point of intersection of said mutually adjacent chambers, proximate said rear end of said gear compressor/supercharger, which aperture is in fluid communication with the plenum or chamber. Such aperture assists in allowing transferred volumes which travel axially rearwardly with angular momentum to thereafter pass into an intermeshing area and thereafter be directed axially forwardly to the high pressure discharge port by the intermeshing of rotor lobes upon rotation thereof. In a preferred embodiment, the aperture area is a ‘v’-shaped area, having its largest area proximate said rear end of the gear compressor/supercharger.

[0042] FIG. 1 shows a top perspective view of a gear compressor/supercharger 10 of the present invention. FIG. 2 is a bottom perspective view of a gear compressor 10 of the present invention. As seen from FIGS. 1, 2, 3 & 4, gear compressor 10 has a housing 12 which defines first and second mutually adjacent, parallel, elongate overlapping cylindrical chambers 14a, 14b respectively.

[0043] Gear compressor 10 has a front end 30, and a rear end 32, and a front end wall 31, and a rear end wall 33. A toothed drive pulley 19 is provided, to facilitate connection to a drive belt on an internal combustion engine (not shown) on which a gear compressor 10 of this type is typically mounted.

[0044] Various NPT pipe connections 51 are provided for allowing supply of lubricating oil to various bearings, such as roller bearings 42 which rotatably support rotatable shafts 44 and on which rotors 16a, 16b are mounted. Other NPT threaded connections 52 are provided for injecting fuel, to be mixed with air for subsequent supply to an intake manifold (not shown) of an internal combustion engine (not shown) on which the supercharger/gear compressor of the present invention may be mounted.

[0045] A low pressure inlet port is 34 typically provided on a top side 36 of such compressor 10, proximate front end 30. A high pressure discharge port 38 is typically provided on a bottom side 48 of compressor 10, likewise proximate front end 30 of compressor 10.

[0046] Gear compressor 10 is provided with a pair of juxtaposed substantially identical lobed rotors 16a, 16b, each disposed in a respective cylindrical chamber 14a, 14b, each having a plurality of radially outwardly extending lobes 18 thereon. Lobes 18 are equidistantly circumferentially spaced about a periphery of each rotor 16a, 16b, and intermeshed along a side thereof with the lobes 18 of an opposite rotor 14b of said pair of rotors 16a, 16b. Each of the lobes 18 on rotors 16a, 16b are twisted about a respective longitudinal axis of rotation 20 of each rotor 16a, 16b in a helix angle, each helix angle of each of said lobes 18 on a first rotor 16a of said pair of rotors 16a, 16b, being equal and opposite to said helix angle of each of said lobes 18 on said other rotor 16b of said pair of rotors 16a, 16b. Rotors 16a, 16b within respective cylindrical chambers 14a, 14b are each adapted to transfer volumes 22 of compressible low pressure fluid from low pressure inlet port 34 via transfer volumes 22 created between walls of said respective cylinder chambers 14a,14b and unmeshed lobes 18 of each rotor 16a,16b, and axially along said respective cylindrical chambers 14a,14b from said front end 30 to rear end 32 of said gear compressor 10 and then axially back to a location proximate front end 30 of said gear compressor 10 and thereafter to high pressure discharge port 38.

[0047] In comparison with rear end walls 33 of compressors 10 of the prior art (see FIG. 5), wherein such prior art rear end walls 33 are typically substantially flat and merely posses a pair of bearing housing recesses 40 for housing roller bearings 42 (se FIG. 5), rear end wall 33 of the present invention in each of the various embodiments shown in FIGS. 6-10 hereto possess not only bearing housing recesses 40 for mounting roller bearings 42 therein which support shafts 44 on which each of rotors 16a, 16b are mounted, but further possess a plenum or cavity 60. Cavity/plenum 60, when said rear end wall 33 is mounted on the rear end 32 of compressor 10, is situated rearwardly of said rotors 16a, 16b, and below said respective axis of rotation 20 of each of said rotors 16a, 16b. Cavity/plenum 60 preferably spans approximately a distance between said respective longitudinal axis of rotation 20 of each of said rotors 16a, 16b, as best seen in FIG. 7, and up to 1.5 times such distance.

[0048] The height of such cavity 60, and more particularly the height of aperture 76 in rear end wall 33, is such that such aperture extends in height from a lowermost point of travel of the path of the rotating rotors 16a, 16b (see FIG. 7), up to a height no greater than the level of respective axis of rotation 20 of such rotors 16a, 16b, to avoid otherwise creating leakage of pressurized air back to the air inlet manifold 34. The cavity 60 rearwardly of such aperture 76, as shown in FIG. 9, may of course extend higher without thereby creating such a negative leakage problem.

[0049] As more fully set out below, it has been experimentally found that the provision of cavity or plenum 60 in rear end wall 33 which is continually exposed to ends of rotors 16a, 16b provides an unexpected increase in efficiency of helical compressors 10 of the type described and shown herein.

[0050] Specifically, without being limited to such explanation, it is surmised that at high rotational speeds of helical rotors 16a, 16b the lobes 18 thereof, due to the helical twist angle which may range between 50° to 130°, impart a significant axial momentum component to transferred volumes 22 of air. Energy in such axial momentum is allowed to be preserved when each said transferred volume 22 passes into said plenum or cavity 60 at the rear end 32 of the compressor 10 and executes a 180° turn and is directed and then forced axially backward towards said discharge port located at the front end 30 of the compressor/supercharger 10 by the intermeshing lobes 18 on the rotors 16a, 16b.

[0051] In a first embodiment of the rear end wall 33 of the present invention shown in FIG. 6, a simple cavity 60 is provided in rear end wall 33. Upper extremities thereof are generally arcuate, as best shown in FIGS. 6 & 7, so as to allow retention of bearings 42 in bearing housings 41 and also preferably not to extend above axis of rotation 20 of rotors 16a, 16b, as such would otherwise allow significant “bleeding” or leakage of transferred volumes 22 of air to the air inlet side (ie the upper side of rotors 16a, 16b, namely that portion above the axis of rotation 20 thereof). Such cavity may extend completely through rear end wall 33, thereby offering the option of simply “blanking off” a back side of rear end wall 33, or permit bolting or attachment of a similar additional end wall likewise having a cavity 60 therein, which allows the effective size and volume of such plenum/cavity to thereby be increased if so desired.

[0052] In a second embodiment of the rear end wall 33 for the novel gear compressor 10 of the present invention, as shown in FIG. 8 (front view) and FIG. 9 (rear view), such rear end wall 33 may be of a casting, which allows greater volume of cavity/plenum 60 rearwardly of curved aperture 80.

[0053] In a preferred embodiment, as shown in each of the two embodiments of the rear end wall 33 (such two embodiments shown in FIG. 6, and FIGS. 8&9 respectively), such plenum/cavity 60 is in fluid communication with high pressure fluid discharged from the high pressure discharge port 38 of compressor 10. In this regard, for the rear end wall 33 shown in FIG. 6 and FIGS. 8 & 9, a further lower aperture 75 is provided, typically on an underside of rear end wall 33, which allows for connection to high pressure air from the high pressure discharge port 38. Such further aperture may be coupled via piping to the air inlet of an internal combustion engine on which the compressor 10 is mounted, or may be coupled to the high pressure discharge outlet 38 of compressor 10.

[0054] In a third embodiment of the rear end wall 33 of the present invention (see FIG. 10 hereto), in place of lower aperture 75 such rear end wall 33 has pipe coupling means 98 in communication with the plenum/cavity 60, which pipe coupling means 98 is adapted to permit high pressure air from high pressure discharge port 38 to be directed to plenum/cavity 60 and thence to transfer volumes 22.

[0055] While not necessary to the operation of the invention, it is recommended that there be provided an aperture area 95 on a lower point of intersection 96 of cylindrical chambers 14a, 14b and proximate the rear end 32 of gear compressor 10, as shown in FIG. 4. Such aperture area 95 is in fluid communication with plenum 60, and is recommended for the purpose of assisting in more uniform air flow from cavity 60 back to rotors 16a, 16b for subsequent delivery by rotors 16a, 16b to high pressure discharge port 38.

[0056] The invention herein is particularly suited to a modification of a Roots-type gear compressor 10 similar to those manufactured by manufactured by Kobelco Compressors (America) Inc., exclusively distributed by DPME Inc. of Stevensville, Ind. and others of similar manufacture, which are of the “backflow” type, where air is drawn in at a location proximate the front end 30 thereof and proximate top side 36 of the compressor 10, and which by operation of rotating helical rotors 16a, 16b is directed downwardly and axially rearwardly within the gear compressor 10 towards the rear end wall 33 of the compressor 10, wherein upon reaching the rear end wall 33 of compressor 10, is forced back via operation of the rotating helical lobes 18 on said rotors 16a, 16b towards the front end 30 of the compressor 10 and then and forcefully expelled from a high pressure discharge port 38 situated on the side 40 of the compressor 10 towards the front end 30 of such compressor 10. However, other similar gear compressors 10 of different manufacture are suitable for the modification of the present invention for the purpose of increasing the efficiency thereof. Alternatively original manufacture of a gear compressor 10 of the present invention is contemplated.

[0057] In order to evaluate efficiency increases to gear compressors and supercharger arising from the inventive modifications herein described and claimed, a standard prior art supercharger was tested to provide a base comparison.

[0058] Accordingly, for this purpose a publicly available model 14/71 standard helix supercharger manufactured by Kobelco Compressors (America) Inc. of Elkhart, Ind., exclusively distributed by DPME Inc. of Stevensville Mich., part number KS14S2LS, having a pair of helical 3-lobe rotors, each with a standard (but opposite) 60° helix angle per 15 inch rotor length, was used.

[0059] Such standard model 14/71 supercharger was inter alia modified to mill an aperture area 95 on a lower point of intersection 96 of mutually adjacent rotor chambers 14a, 14b thereof proximate the rear end 32 of the supercharger 10, commencing at about 1.5 inches from a rear wall thereof, to a maximum depth proximate the rear end of approximate 0.75 inches. Such supercharger via a gearbox thereon provided a gear reduction from engine RPM to supercharger rotor rpm of 1.102 to 1.

[0060] For the purpose of the tests conducted herein, such model 14/71 supercharger was mounted on a modified 369 cubic inch BAE Chrysler 8 cylinder methanol fueled engine (not shown). A dynamometer test was run to determine horsepower produced at various RPM's for such engine, having on the inlet manifold of such engine the above model 14/71 supercharger mounted thereon.

[0061] Set out below in Table 1 is a tabulation of horsepower generated by such supercharged Chrysler engine, running at 79 degrees F. ambient air conditions, with a relative humidity of 31%, and a SEA correction factor of 1.1819.

[0062]

	TABLE 1
	ENGINE RPM
	(Engine RPM × 1.102 = supercharger
	rotor rpm)	Horsepower Generated
	6600	1303.8
	6800	1378.2
	7000	1434.7
	7200	1496.7
	7400	1522.2
	7600	1532.6
	7800	1551.5
	8000	1529.7
	8200	1543.2
	8400	1540.2
	8600	1550.4
	8800	1594.9
	9000	1619.9
	9200	1656.9
	9400	1600.3

[0063] Above model 14/71 Kobelco supercharger was modified to replace stock rear cover (end wall) with a rear end wall 33 having a cavity/plenum 60 of the present invention, of relative dimensions as shown in drawings FIG. 6 hereto.

[0064] In particular, the cavity/plenum 60 in modified rear end wall member 33 was situated below the axis of rotation 20 of each of rotors 16a, 16b, and was of a length slightly greater than the distance between the respective axis of rotation 20 of each of said rotors 16a, 16b, as seen from FIG. 6 hereto. For the purpose of this test run, as regards the lower aperture 75 in rear end wall member 33, such was for this test run “blocked off” by affixing a blanking plate, so as to prevent fluid communication with air discharged from the high pressure discharge port 38 of the supercharger 10. The volumetric size of cavity/plenum 60 utilized in rear end wall 33 of FIG. 6 with lower aperture 75 blanked off was approximately 8.6 cubic inches.

[0065] The identical 369 BAE Chrysler engine, having the aforesaid Kobelco supercharger mounted thereon but with modified rear end wall 33 mounted thereon as described above and shown in FIG. 6, was again run at various RPM. Operating conditions were substantially identical to those in Example 1, namely ambient temperature 79 degrees F., relative humidity 31%, SEA correction factor 1.18. The generated horsepower was recorded at such various RPM, with the results tabulated in Table 2 below:

[0066]

TABLE 2
Engine RPM		% Change in
(Engine RPM × 1.102 =		Horsepower Generated
Supercharger RPM	Horsepower Generated	over Ex. 1
6600	1334.3	+2.3%
6800	1399.4	+1.5%
7000	1430.3	−0.3%
7200	1525.8	+1.9%
7400	1566.5	+2.9%
7600	1624.3	+6.0%
7800	1681.7	+8.4%
8000	1692.9	+10.7%
8200	1727.6	+11.9%
8400	1748.8	+13.5%
8600	1772.3	+14.3%
8800	1794.5	+12.5%
9000	1796.8	+10.9%
9200	1797.9	+8.5%
9400	1800.8	+12.5%

[0067] Above model 14/71 Kobelco supercharger was further modified to replace the modified end wall as shown in FIG. 6 with a further modified rear end wall, as shown in FIGS. 8 & 9, having a cavity/plenum 60 of relative dimensions as shown in FIGS. 8 & 9 hereto.

[0068] Again, the cavity/plenum 60 in modified rear end wall member 33 was situated below the axis of rotation 20 of each of rotors 16a, 16b, and was of a length slightly greater than the distance between the respective axis of rotation 20 of each of said rotors 16a, 16b, as seen from FIG. 9 hereto. Again, for the purpose of this test run, as regards the lower aperture 75 in rear end wall member 33, such was for this test run “blocked off” by affixing a blanking plate, so as to prevent fluid communication with air discharged from the high pressure discharge port 38 of the supercharger 10. The volumetric size of cavity/plenum 60 utilized in rear end wall 33 of FIG. 9 with lower aperture 75 blanked off was approximately 14.7 cubic inches.

[0069] The identical 369 BAE Chrysler engine, having the aforesaid Kobelco supercharger mounted thereon but with modified end wall mounted thereon as described above, was again run at various RPM. Operating conditions were substantially identical to those in Examples 1 & 2, namely ambient temperature 77 degrees F., relative humidity 40%, SEA correction factor 1.19. The generated horsepower was recorded at such various RPM, with the results tabulated in Table 3 below, showing comparison (% improvement) over the results obtained in Table 1 with the unmodified supercharger configuration:

[0070]

TABLE 3
Engine RPM		% Change in
(Engine RPM × 1.102 =		Horsepower Generated
Supercharger RPM	Horsepower Generated	over Ex. 1
6600	1289.5	−1.1%
6800	1378.0	0
7000	1432.3	−0.2%
7200	1519.0	+1.5%
7400	1563.3	+2.7%
7600	1613.3	+5.3%
7800	1684.4	+8.6%
8000	1691.8	+10.6%
8200	1691.0	+9.6%
8400	1744.7	+13.3%
8600	1772.6	+14.3%
8800	1821.1	+14.2%
9000	1861.4	+14.9%
9200	1825.4	+10.2%
9400	1837.4	+14.8%

[0071] Above model 14/71 Kobelco supercharger was further modified to replace the modified rear end wall 33 as shown in FIG. 9 with a further modified rear end wall 33, as shown in FIG. 10, having a cavity/plenum of relative dimensions as shown in FIG. 9 hereto.

[0072] Again, the cavity/plenum 60 in modified rear end wall 33 was situated below the axis of rotation 20 of each of rotors 16a, 16b, and was of a length slightly greater than the distance between the respective axis of rotation 20 of each of said rotors 16a, 16b, as seen from FIG. 9 hereto. For the purpose of this test run, fluid coupling port (ie pipe coupling means 98) as shown in FIG. 10 was directly coupled to the intake manifold of the Chrysler engine, so that such plenum 60 received and was in fluid communication with high pressure air discharged from the high pressure discharge port 38 of the supercharger 10.

[0073] The identical 369 BAE Chrysler engine, having the aforesaid Kobelco supercharger 10 mounted thereon but with modified rear end wall 33 mounted thereon as described above, was again run at various RPM. Operating conditions were substantially identical to those in Examples 1 & 2, namely ambient temperature 77 degrees F., relative humidity 40%, SEA correction factor 1.19. The generated horsepower was recorded at such various RPM, with the results tabulated in Table 4 below, showing comparison (% change) over the results obtained in Table 1 with the unmodified supercharger configuration:

[0074]

TABLE 4
Engine RPM		% Change in
(Engine RPM × 1.102 =		Horsepower Generated
Supercharger RPM	Horsepower Generated	over Ex. 1
6600	1348.5	+3.4%
6800	1401.6	+1.7%
7000	1443.9	+0.6%
7200	1527.5	+2.1%
7400	1576.9	+3.4%
7600	1663.9	+8.6%
7800	1688.6	+8.8%
8000	1719.0	+12.4%
8200	1795.9	+16.4%
8400	1792.1	+16.3%
8600	1813.9	+17.0%
8800	1861.9	+16.7%
9000	1852.3	+14.3%
9200	1843.2	+11.2%
9400	1834.0	14.6%

[0075] Although the disclosure describes and illustrates preferred embodiments of the invention, it is to be understood that the invention is not limited to these particular embodiments. Many variations and modifications will now occur to those skilled in the art. For a complete definition of the invention and its intended scope, reference is to be made to the summary of the invention and the appended claims read together with and considered with the disclosure and drawings herein.